DE102023104680A1 - SYSTEM AND METHOD FOR AN ELECTRIC TURBOCHARGER - Google Patents

Abstract

Methods and systems for electric turbochargers are provided. In one example, a turbocharger includes a shaft coupling a compressor wheel to a turbine wheel, an electric machine having a stator surrounding the shaft between the compressor wheel and the turbine wheel, and an oil supply passage formed in a housing of the electric machine and having fluidly coupled to a first oil jet aligned with the shaft.

Description

CROSS REFERENCE TO RELATED APPLICATIONS

The present application claims the priority of the provisional U.S. Application No. 63/268,673 entitled "SYSTEM AND METHOD FOR AN ELECTRIC TURBOCHARGER" filed on February 28, 2022. The entire content of the above application is hereby incorporated by reference for all purposes.

BACKGROUND

TECHNICAL AREA

Embodiments of the subject matter disclosed herein relate to electric turbochargers.

TECHNICAL BACKGROUND

Vehicles, such as railcars, other off-highway vehicles, and on-highway vehicles, may include an engine, such as an internal combustion engine, that combusts mixtures of fuel and air. In some examples, engine power output may be increased by compressing intake air prior to combustion in the engine, which increases air charge, such as oxygen molecule density, and may increase the corresponding amount of fuel injected. Compressing the intake air may be achieved through the use of a turbocharger in the vehicle, with a compressor of the turbocharger being connected to an air intake system of the engine and a turbine of the turbocharger being connected to an exhaust system of the engine. The turbine and compressor are connected by a shaft, and rotation of the turbine, driven by the flow of exhaust gas, drives rotation of the compressor.

In some cases, replacing a turbocharger with an electric turbocharger, such as an e-turbo, may be desirable. However, the e-turbo may rely on a generator connected to the shaft that connects the turbine and compressor. Modifications to the surrounding components may be required to allow for the positioning of the generator along the shaft. It may be desirable to provide a system and method that differ from currently available systems and methods.

BRIEF DESCRIPTION

In one embodiment, a turbocharger system is provided that includes a shaft connecting a compressor wheel to a turbine wheel, an electric machine having a stator surrounding the shaft between the compressor wheel and the turbine wheel, and an oil feed passage formed in a housing of the electric machine and is fluidly coupled to a first oil jet oriented toward the shaft.

In one embodiment, a method is provided in which oil is directed through an oil supply passage of an electric turbocharger to an oil nozzle located in the electric turbocharger.

character list

• 1 shows a vehicle system with an electric turbocharger.
• 2 12 shows a perspective view of an electric turbocharger on the compressor side of the electric turbocharger.
• 3 shows another perspective of the electric turbocharger from 2 on the turbine side of the electric turbocharger.
• 4 FIG. 14 is a perspective sectional view of the electric turbocharger of FIG 2-3 .
• 5 shows another perspective sectional view of the electric turbocharger of FIG 2 - 4 .
• 6 FIG. 14 is a side sectional view of the electric turbocharger of FIG 2-5 .
• 7 12 shows an enlarged side sectional view of an oil supply passage of the electric turbocharger of FIG 2 - 6 .
• 8th FIG. 14 is an enlarged sectional perspective view of the oil supply passage of the electric turbocharger of FIG 2 - 7 .
• 9 12 is an enlarged side sectional view of a first oil jet of the electric turbocharger of FIG 2 - 8th .
• 10 FIG. 14 is an enlarged side sectional view of a second oil jet of the electric turbocharger of FIG 2 - 9 .
• 11 FIG. 12 is an enlarged sectional perspective view of the oil supply passage, the first oil nozzle and the second oil nozzle of the electric turbocharger of FIG 2 - 10 .
• 12 FIG. 12 shows a side sectional view of a buffer air duct of the electric turbocharger of FIG 2 - 11 .
• 13 shows a flowchart of a method for controlling an electric turbocharger.

DETAILED DESCRIPTION

Embodiments of the invention are disclosed in the following description and may relate to methods and systems for electric turbochargers. Other embodiments may relate to methods and systems for a multi-fuel internal combustion engine (ICE) system including the e-turbo. The internal combustion engine can run on a combination of different fuels. These fuels can contain relatively varying amounts of carbon. In one example, the internal combustion engine may be a multi-fuel engine that combusts a variety of fuels. Each of the variety of fuels can be stored in separate fuel tanks. In one embodiment, one or more of the fuels and associated fuel tank may be housed in another fuel tank containing a different fuel. In one example, a gaseous fuel tank that can be selectively filled with a gaseous fuel may be disposed within an interior volume of a liquid fuel tank that can be selectively filled with a liquid fuel.

The ICE can burn one or more of the following fuels: gasoline, diesel, hydrogenated renewable diesel (HDRD), alcohol(s), ether, ammonia, biodiesel, hydrogen, natural gas, kerosene, syngas, cryogenic fuels, and the like. The variety of fuels can include gaseous, liquid, and solid fuels, individually or in combination. The rate of substitution of a primary fuel of the internal combustion engine with a secondary fuel may be determined based on a current engine load. In one embodiment, the substitution rate may correspond to an injection amount of a relatively low-carbon or no-carbon fuel (e.g., hydrogen gas or ammonia). As the substitution rate increases, the relative fraction of the fuel with less or no carbon content increases and the total carbon content of the combined fuel decreases. Additionally or alternatively, the substitution rate may correspond to the injection quantity or delivery of a gaseous fuel relative to a liquid fuel. In some examples, the substitution rate may be adjusted depending on an electric turbocharger (e-turbo) operating parameter.

In one example, the internal combustion engine may combust fuels that include both diesel and hydrogen. In some operating modes, the engine may burn only diesel, only hydrogen, or a combination thereof (e.g., during the first, second, and third conditions, respectively). When hydrogen is added, operating conditions can be adjusted to promote better combustion of the hydrogen. The engine system can burn a mixture of three or more fuels including diesel, hydrogen and ammonia. In addition or as an alternative, ethanol can also be admixed to the combustion mixture.

In one example, systems and methods for the multi-fuel engine may include combusting a primary fuel in combination with one or more secondary fuels. The multi-fuel engine can burn the primary fuel alone. Under certain conditions, the multi-fuel engine can reduce the amount of primary fuel consumed by introducing one or more secondary fuels into a combustion mixture. The secondary fuels may have a lower carbon content than the primary fuel. Additionally or alternatively, the secondary fuels may be cheaper, more available, and/or more efficient. The secondary fuels can differ in their ignitability and burning rate. The ignition timing of the multi-fuel engine can be adjusted depending on the combustion mixture to account for the inclusion of the secondary fuels. For example, ignition timing may be retarded as the amount of hydrogen is increased. As another example, spark timing may be advanced as the amount of ammonia is increased. The ignition timing can be adjusted further in this way when the primary fuel and one or more secondary fuels are added to or removed from the combustion mixture. In this way, knocking and pre-combustion can be reduced.

Embodiments of the system described herein may include a variety of engine types and a variety of engine driven systems. Some of these systems may be stationary while others may be on semi-mobile or mobile platforms. Semi-mobile platforms can be moved between operating hours, for example mounted on trailers. Mobile platforms may include self-driving vehicles. Such vehicles may include road vehicles (e.g., automobiles), mining equipment, watercraft, airplanes, railroad vehicles, and other all-terrain vehicles (OHVs). To illustrate, a rail vehicle, such as a locomotive, can be given as an example of a mobile platform. In one example, a vehicle system may include an engine, a turbocharger, an aftertreatment system, a fuel system, and a control system.

With reference to 1 A block diagram of a vehicle system 100 is shown. The vehicle system illustrated is a rail vehicle (e.g., a locomotive). The vehicle system is shown with an engine 104 and is supported by a plurality of wheels 112 on rails 102 . A suitable engine may be an internal combustion engine having a plurality of combustion chambers (e.g., cylinders). Cylinders of the engine may receive fuel from a fuel system 103 via a fuel line 107 . In some embodiments, the fuel line may be connected to a common rail fuel line, a fuel pump, an accumulator, and a plurality of fuel injectors. In other embodiments, other fuel-converting energy sources may be used. An example of such an alternative is a fuel cell or a combination of an internal combustion engine and a fuel cell.

The engine may receive intake air for combustion from an intake passage 114 . The intake air includes ambient air from outside the vehicle that flows through an air cleaner 160 into the intake duct. The intake passage may include and/or be coupled to an intake manifold of the engine. The exhaust gas produced during combustion in the engine is fed to an exhaust gas duct 105 . The exhaust gases flow through the exhaust duct to a silencer 117 and out an exhaust stack 119.

In some embodiments, the engine may be a multi-fuel engine that combusts air and two or more fuels. Suitable fuels can be liquid, gaseous or a combination thereof. Suitable liquid fuels can be gasoline, kerosene, diesel fuel (including HDRD and biodiesel) or other petroleum distillates, alcohol or dimethyl ether. Other liquid fuels or fuels can be those with a density that enables auto-ignition. Suitable gaseous fuels are natural gas, propane, synthesis gas, hydrogen, ammonia and the like, as well as mixtures of two or more of the aforementioned substances. While auto-ignition is contemplated in some embodiments, other ignitions, such as spark ignition and/or other forms of ignition, such as laser, plasma, or the like, may also be used in other embodiments. As discussed below, the engine may operate in a multi-fuel mode, where two or more fuels are combusted in the engine cylinders at the same time, or in a single-fuel mode, where only a single fuel is combusted in the engine cylinders. In some embodiments, the single fuel operation may be a diesel fuel operation where 100% diesel fuel is combusted in the engine cylinders. In another embodiment, the engine may be a dual fuel engine that combusts a mixture of gaseous fuel and diesel fuel. As used herein, substitution ratio may refer to the ratio or percentage of a secondary fuel (e.g., gaseous fuel) to diesel fuel combusted in engine cylinders. Again, a suitable engine may be a multi-fuel engine that runs on diesel fuel and natural gas, but in other embodiments the engine may also run on other mono-fuels such as gasoline, diesel or natural gas, hydrogen, ammonia, alcohol, or various combinations of fuels except Use diesel and natural gas.

In some embodiments, the vehicle system may include fuel cells (e.g., hydrogen fuel cells) used to power the vehicle system. For example, the vehicle system may convert the fuel (e.g., hydrogen) stored in the fuel cells into electrical power, and the electrical power may be supplied to the vehicle system's electric traction motors 124 to drive the vehicle system via that delivered by the energized traction electric motors to the plurality of wheels Torque to move (e.g. drive) along the rails. In some embodiments, the motor can be selectively activated or deactivated. In such embodiments, the electric traction motors may be powered by the fuel cells to propel the vehicle system with or without combustion of fuel in the engine. For example, under certain conditions, the vehicle system may be propelled by the torque that the traction motors apply to the wheels as a result of the fuel cells energizing the traction motors, without the motor applying torque to the wheels. Under other conditions, the wheels may receive torque from the traction motors that is due to the fuel cells energizing the traction motors, and the wheels may receive additional torque from the operation of the motor (e.g., from the combustion of fuel and air in the engine cylinders). Under other conditions, the vehicle system may be propelled by the torque transferred from the engine to the wheels without the traction motors being powered by the fuel cells.

The vehicle system includes an electric turbocharger 120 located between the intake port and the exhaust port. The electric turbocharger increases the charge of the ambient air drawn into the intake port by to achieve a higher charge density during combustion and thus increase the power output and/or the efficiency of the engine. As in 1 As shown, the electric turbocharger includes a compressor 121 (connected to the intake passage) that is at least partially driven by a turbine 123 (connected to the exhaust passage). The compressor and turbine are connected to one another via a shaft 131 . While a single electric turbocharger is provided in this case, in other embodiments a suitable system may include multiple turbine and/or compressor stages. A temperature sensor 125 may be positioned to measure the temperature in the exhaust passage upstream of the turbine inlet. The temperature sensor can measure the temperature of the exhaust gases entering the turbine. As in 1 As shown, a wastegate 127 may be located in a bypass passage around the turbine. The wastegate may be controlled and/or adjusted through operation of the controller to increase or decrease exhaust gas flow through the turbine. For example, opening the wastegate (or increasing the degree of opening) can reduce the flow of exhaust gas through the turbine and correspondingly reduce the speed of the compressor. As a result, less air can enter the engine, reducing the combustion air-fuel ratio.

The vehicle system may include a compressor bypass passage 140 directly connected to the intake passage upstream of the compressor and upstream of the engine. In some embodiments, the compressor bypass passage may be fluidly connected to the intake passage upstream of the engine's intake manifold. The compressor bypass passage may lead to atmosphere or to an area external to the engine. In another embodiment, the compressor bypass passage may be connected to the suction passage upstream of the compressor and the discharge passage downstream of the turbine. In another embodiment, the compressor bypass passage may instead be an engine bypass passage that is connected to the intake passage downstream of the compressor (and has an engine bypass valve disposed therein) and thus directs airflow away from the engine after the airflow has passed through the compressor.

The compressor bypass duct may direct airflow (eg, ahead of the compressor inlet) away from the engine (or the engine's intake manifold) and into the atmosphere. In the embodiment where the duct is an engine bypass duct instead, the engine bypass duct may direct the boosted airflow (e.g., from the compressor outlet) away from the engine and into the atmosphere. A compressor bypass valve (CBV) 142 is located in the compressor bypass passage and includes an actuator operable by the controller to adjust the amount of intake airflow diverted away from the engine and to atmosphere. In some embodiments, the compressor bypass valve may be a two position on/off valve. In another embodiment, the compressor bypass valve may be an infinitely variable valve that can be adjusted to a fully open position, a fully closed position, and a variety of positions between fully open and fully closed. When the compressor bypass valve is in the fully closed position, airflow may be prevented from flowing to atmosphere via the compressor bypass duct. As a result, all of the intake airflow can go to the compressor and then to the engine for combustion in the engine cylinders.

This in 1 The vehicle system shown does not include an exhaust gas recirculation (EGR) system. However, in alternative embodiments, the vehicle system may include an EGR system coupled to the engine that directs exhaust gas from the engine's exhaust passage into the intake passage downstream of the electric turbocharger. In some embodiments, the exhaust gas recirculation system may be exclusively connected to a group of one or a plurality of master cylinders of the engine (also referred to as a master cylinder system).

In some embodiments, the vehicle is a diesel-electric vehicle. As in 1 As shown, the engine may be mechanically coupled to a power generation system including an alternator/generator 122 and the electric traction motors. In another embodiment, the alternator/generator may include a direct current (DC) generator. A suitable engine can be a diesel engine and/or a natural gas engine. The engine can produce torque that is transmitted to the electric generator, which in turn is mechanically coupled to the engine.

The generator can generate electrical power. This electrical power can be stored and/or used for subsequent transmission to a variety of downstream electrical components. For example, the generator may be electrically coupled to a plurality of traction motors, and the generator may provide electrical power to the plurality of traction motors. As illustrated, the plurality of traction motors are each provided with a Wheel of the plurality of wheels connected to provide traction for driving the vehicle. One embodiment includes one traction motor per wheelset, while other embodiments may have one traction motor per wheel. As illustrated here, six pairs of traction motors correspond to each of the vehicle's six pairs of drive wheels. In another embodiment, the generator, traction motor(s), or both may be connected to one or more resistive grids 126 . The resistive grids are able to dissipate the excess engine torque via the heat the grids generate from the electricity generated by the alternator/generator. On vehicles, such as a ship rather than a locomotive, the traction motor provides torque to a propeller shaft.

The bypass duct connects directly to the intake duct, downstream of the air cleaner and upstream of the engine. The bypass passage can direct the intake air to the atmosphere. In some embodiments, the controller may control the degree of opening of the KBV to regulate the amount of intake air flowing to the engine (e.g., by directing some of the intake air back to atmosphere). For example, the CBV may be an infinitely variable valve that can be adjusted to a fully open position, a fully closed position, and a variety of positions between fully open and fully closed. When the CBV is in the fully closed position, airflow may be restricted from flowing through the bypass duct to atmosphere.

In some embodiments, the vehicle system may further include an aftertreatment system coupled in the exhaust passage upstream and/or downstream of the turbocharger. In some embodiments, the aftertreatment system may include a diesel oxidation catalyst (DOC) and a diesel particulate filter (DPF). In other embodiments, the aftertreatment system may additionally or alternatively include one or more emission control devices. Such emission control devices may include a selective catalytic reduction (SCR) catalyst, a three-way catalyst, a NOx trap, or various other devices or systems.

As in 1 As illustrated, the vehicle system may include a thermal management system, such as cooling system 150 . The cooling system circulates coolant through the engine to absorb engine waste heat and directs the heated coolant to a heat exchanger, such as a radiator 152 . A fan 154 may be connected to the radiator to maintain airflow through the radiator when the vehicle is traveling slowly or stationary with the engine running. In some embodiments, the fan speed can be controlled by the controller. Coolant cooled by the radiator enters a tank 156. The coolant may then be pumped back to the engine or other component of the vehicle system by a water or coolant pump (not shown).

The vehicle system may include the engine controller (sometimes referred to simply as a controller) for controlling various components of the vehicle. In some embodiments, various components of the vehicle system may be connected to the controller via a communication channel or data bus. In some embodiments, the controller includes a computer control system. The controller may additionally or alternatively include a memory on non-transitory computer-readable storage media (not shown) containing code for onboard vehicle operation monitoring and control.

The controller can receive information from a variety of sensors and send control signals to a variety of actuators. The controller, while overseeing the control and management of the vehicle, may receive signals from a variety of engine sensors, as set forth further herein, to determine operating parameters and conditions and adjust various engine actuators accordingly to control operation of the vehicle. For example, the engine controller may receive signals from various engine sensors including, but not limited to, engine speed, engine load (derived from engine controller commanded fuel quantity, fuel quantity indicated by measured fuel system parameters, averaged torque data, and/or alternator electrical power output or generator), air mass flow quantity/rate (e.g. via an air mass meter), air pressure in the intake manifold, boost pressure, exhaust gas pressure, ambient pressure, ambient temperature, exhaust gas temperature (e.g. the exhaust gas temperature determined by the temperature sensor at the inlet to the turbine), particle filter temperature, particle filter back pressure, engine coolant pressure , exhaust amount of nitrogen oxides (from the NOx sensor), exhaust soot amount (from the soot/particulate matter sensor), exhaust gas oxygen sensor or the like. Accordingly, the controller can control the vehicle by sending commands to various components such as the traction motors, alternator/generator gate, the cylinder valves, the fuel injectors, a step throttle, the compressor bypass valve (or an engine bypass valve in alternative embodiments), a wastegate, or the like. Other actively working and controlling actuators can be mounted at various positions in the vehicle. In some embodiments, adjusting the amount of intake airflow diverted away from the intake manifold and into the atmosphere (and thus the amount of boosted intake airflow entering the engine) may include adjusting a compressor bypass valve actuator to Adjust the amount of airflow that bypasses the engine via the compressor bypass duct.

the inside 1 The electric turbocharger shown comprises an electric machine 129 which is arranged between the compressor and the turbine. The electric machine may be a motor/generator driven by the electric turbocharger shaft. In particular, the shaft is a rotor of the electrical machine, wherein the rotation of the shaft to generate electrical energy by the electrical machine can result via an electromechanical coupling between the shaft and the stator windings of the electrical machine. The shaft extends through the stator of the electrical machine and is surrounded by the stator. The turbine can be driven by the engine's exhaust gases to rotate the shaft, with the rotation of the shaft resulting in the generation of electrical energy by the electric machine. In some embodiments, the electrical energy generated by the electric machine may be used to provide motive power to the wheels of the vehicle via energization of the traction motors. the inside 1 The electric turbocharger shown may be similar or the same as the electric turbocharger described below with reference to FIG 2 - 12 is described.

A vehicle system such as that in 1 illustrated vehicle system, includes an electric turbocharger, such as in the 2-12 illustrated electric turbocharger. The electric turbocharger includes an electric machine having a stator and a rotor, where the rotor is a shaft that couples a turbine wheel to a compressor wheel. The electric turbocharger includes an oil supply passage that can provide oil to oil nozzles that are located inside the electric turbocharger, as in 5-11 shown. Each oil nozzle is aligned with the shaft in such a way that the oil sprayed from the nozzles can contact the shaft, which can improve the cooling of the shaft and other components of the electric turbocharger. The nozzles are arranged such that the oil sprayed from the nozzles is not obstructed by oil driven from a bearing of the shaft by the rotation of the bearing and the shaft. A thrust load on the shaft can be partially compensated by compressed air which is supplied to a chamber via a buffer air duct, the buffer air duct being formed at least partially by a housing of the electric machine. The technical effect of providing the electric turbocharger with the oil feed passage is to increase the cooling of the electric turbocharger components while providing a reduced size of the electric turbocharger. The technical effect of providing the electric turbocharger with the buffer air duct formed at least in part by the electric machine housing is to increase the thrust load balance of the electric turbocharger and reduce the size of the electric turbocharger. The oil feed channel carries a fluid for lubrication and/or cooling (e.g. oil) and the buffer air channel carries a buffer fluid (e.g. air) which improves the cooling and durability of the components of the electric turbocharger, such as the electric machine, the shaft, the bearings ( e.g. axial bearing), etc., can increase.

In the 2-3 1, various perspective views of an electric turbocharger 200 are shown. In particular shows 2 12 is a perspective view of the electric turbocharger at a compressor side 202 of the electric turbocharger, and 3 12 shows a perspective view of the electric turbocharger at a turbine side 204 of the electric turbocharger. The electric turbocharger can be installed in a vehicle system with an engine such as that shown in 1 vehicle system illustrated and described above. The compressor side and the turbine side are arranged opposite each other along a central axis 210 of the electric turbocharger. The compressor side of the electric turbocharger may receive intake air from an intake passage of an engine, such as that referred to above, via an intake air inlet 221 1 described intake duct obtained. For example, the intake passage of the engine may be directly connected to the intake air inlet of the electric turbocharger on the compressor side and intake air may flow into the intake air inlet as indicated by arrow 220 . The intake air may be compressed by a compressor wheel 230 disposed in the electric turbocharger on the compressor side and flow out of the electric turbocharger via a first outlet 212 and/or a second outlet 214 . The reference axes 299 are included in all views for comparison purposes.

The turbine side of the electric turbocharger can exhaust gases (e.g. combustion gases) receive from the engine via a first turbine inlet 216 and/or a second turbine inlet 218 . The exhaust gases may flow into the first turbine inlet and/or the second turbine inlet and a turbine wheel 446 (shown in FIGS 4-8 and 11-12 ) which is located inside the electric turbocharger at the turbine end. The turbine wheel and the compressor wheel are connected by a shaft 400 (shown in 4-12 ) coupled together such that under conditions in which the turbine wheel is rotated by the exhaust gases flowing via the first turbine inlet and the second turbine inlet into the electric turbocharger at the turbine end, the turbine wheel rotates the shaft and the shaft rotates the compressor wheel. The exhaust gases entering the electric turbocharger at the turbine end may flow over the surfaces of the turbine wheel and flow out of an electric turbocharger port 225 at an upper end 206 of the electric turbocharger, as indicated by arrow 222 . Orifice 223 may direct a portion of the exhaust gases to a turbine bypass valve (e.g., wastegate) when the turbine bypass valve is in an open position. The top end opening of the electric turbocharger may be fluidly connected to an exhaust passage of the engine such that exhaust gases exiting the electric turbocharger via the top end opening may flow to the exhaust passage. The exhaust gases flowing to the exhaust passage may be directed to one or more emission devices, such as a catalytic converter, before flowing into the atmosphere, in some embodiments. When the electric turbocharger is connected to the intake passage and the exhaust passage of the engine as described above, a lower end 208 of the electric turbocharger may be oriented toward a floor surface on which the vehicle is standing (e.g., a direction between the upper end and the lower end approximately parallel to a direction of gravity). In this orientation, the oil injected into the electric turbocharger can be directed towards the bottom by gravity, as described below.

In the embodiment shown, the electric turbocharger includes a junction box 300. The junction box may contain wiring and/or other electrical connectors that connect the electric turbocharger to a power source and/or one or more devices powered by the power generated by the electric turbocharger. can connect electrically.

In 4 Illustrated is a cut-away perspective view of the electric turbocharger. In the 4 The view shown is along the central axis in the figure indicated by the arrows 211 in 2 indicated direction. As illustrated, the shaft is coaxial with the central axis and is rotatable about the central axis. The shaft is held in position along the central axis by a first journal bearing 404 and a second journal bearing 411, the first journal bearing being coupled to and supported by the compressor bearing bracket 436 and the second journal bearing being coupled to and supported by the turbine outer casing 440.

The electric turbocharger includes an electric machine (e.g., a generator) that can provide electric power to one or more devices of the vehicle (e.g., similar or the same as those referred to above with reference to FIG 1 electric machine described). The electrical machine can be electrically connected to the junction box described above. The shaft is enclosed (e.g., surrounded) by an electric machine stator 460 and rotates about the central axis when the turbine is driven by exhaust gases. A coolant jacket 462 may enclose the stator. The shaft is a rotor of the electric machine, and under conditions in which the shaft is driven (e.g. rotated) by the rotation of the turbine, the electric machine produces electric power via an electromechanical coupling between the shaft and the stator, the electric Power may be provided to one or more devices (e.g., an electrical storage device such as a battery for storage, one or more motors that may provide motive power to the vehicle's wheels to propel the vehicle, etc.).

The electric turbocharger includes an inlet section 432 disposed on the compressor side. The electric turbocharger further includes a compressor volute 434 connected to the inlet section and the compressor bearing bracket, respectively. The outer turbine case is connected to the compressor bearing bracket, the electric machine case 438 and the inner turbine case 442, respectively. The turbine inner case may be connected to the electric machine case within an interior of the turbine outer case (e.g., the turbine inner case and the electric machine case may each be disposed within, eg, enclosed by, the turbine outer case). The turbine inlet section 444 is connected to the inner turbine housing. The compressor wheel is enclosed (e.g., surrounded) by the compressor volute and the turbine wheel is enclosed by the turbine inner casing. In some embodiments, the outer turbine housing, the housing of the electric machine and/or the inner turbine The internal housing may be integrated as a single, monolithic unit (e.g. cast together, formed by an additive manufacturing process, etc., without seams, fasteners, adhesives, etc.), with the buffer air duct and the oil feed duct each being formed within the single, monolithic unit. For example, the outer turbine housing, the electric machine housing, and the inner turbine housing may be formed into a single unit by an additive manufacturing process (e.g., 3D printing), with the buffer air passage and the oil supply passage in the single unit being formed by the additive manufacturing process .

In some embodiments, the compressor scroll may be arranged between the compressor wheel and the turbine outer shell in the axial direction of the electric turbocharger (for example, in the direction parallel to the central axis of the electric turbocharger shaft) toward the center of the electric turbocharger. With reference to 6 For example, the compressor scroll is represented by the insert 600 comprising an inner wall 604 and an outer wall 602, with a length 616 between the inner wall and a compressor wheel end surface 610 being less than a length 614 between the outer wall and the compressor wheel end surface. The first axis 612 is shown as extending along the end face of the compressor wheel, the second axis 608 is shown as extending along the inner wall of the compressor volute, and the third axis 606 is shown as extending along the Outer wall of the compressor scroll extends. The first axis, the second axis and the third axis are parallel to each other. The end surface of the compressor wheel is an approximately flat (e.g., planar) surface that faces away from the intake air inlet of the compressor (e.g., with blades, ribs, etc. of the compressor wheel facing the intake air inlet at a first end 622 of the compressor wheel and with the End face located at an opposite second end 624 of the compressor wheel toward the outer turbine shell toward the central axis of the electric turbocharger).

The compressor volute includes a gap 618 formed between the inner wall and the outer wall and a duct 620 connecting the compressor intake air inlet to the gap within the compressor volute. In this configuration, the inner wall of the volute is located between the end face of the compressor wheel and the outer wall of the compressor volute in the direction parallel to the central axis of the electric turbocharger, with the inner wall being located closer to the intake air inlet and farther from the turbine outer shell, and the outer wall farther from the intake air inlet and is located closer to the turbine outer shell. By configuring the outer wall of the compressor volute to be between the inner wall of the volute and the turbine outer casing, and configuring the inner wall of the compressor volute to be between the end face of the compressor wheel and the outer wall of the compressor volute, the increased packaging space provided for the electric machine rotor and stator of the electric turbocharger while maintaining the position of the flanges connecting the compressor volute to the turbine outer casing. In particular, the compressor volute flanges may be maintained in the same position as in configurations in which the compressor volute outer wall is located between the inner wall and the turbine outer shell (e.g., configurations in which the compressor volute inner wall is located between the outer wall and the turbine outer shell). As a result, the total space occupied by the electric turbocharger can be equal to or less than other configurations while providing additional packaging space for the electric machine stator and rotor. This space or volume management can increase the serviceability, compactness, etc. of the electric turbocharger.

As in 4 As shown, the electric turbocharger may include a first thrust bearing 402 and a second thrust bearing 406 disposed toward the compressor side and capable of maintaining the position of the shaft along the central axis. Specifically, the first thrust bearing and the second thrust bearing can hold the position of the shaft such that the shaft does not move toward the compressor side or the turbine side along the central axis. Furthermore, thrust forces can act on the shaft during operation of the turbocharger. The first thrust bearing and the second thrust bearing may counteract (e.g., resist the thrust loads) at least a portion of the thrust loads on the compressor side.

The electric turbocharger further includes a buffer air duct 408 which can direct air compressed by the compressor wheel into a chamber 448 arranged between the turbine wheel and the outer casing of the turbine. The compressed air may pressurize the chamber and exert a balancing force on the turbine wheel and/or shaft that may cancel at least some of the thrust forces described above. In particular, the thrust forces may act on the components of the turbocharger in one direction towards the compressor side and the balancing force may act on the components in the opposite direction (eg towards the turbine side). know The turbine wheel may include a labyrinth 450 that may reduce or prevent flow of the compressed air out of the chamber. The buffer air passage comprises a first duct section 409 formed in the bearing of the compressor and a second duct section 410 formed in the housing of the electric machine. In some embodiments, the first channel section and the second channel section can be formed by drilling. In other embodiments, the first channel portion and the second channel portion may be formed by molding, an additive manufacturing process (e.g., 3D printing), etc. The first duct section is fluidly coupled to the second duct section (e.g., pressurized air may flow from the first duct section to the second duct section). In some embodiments, as in 12 As shown, the first channel section and the second channel section are inclined to one another at an angle 1204 (showing the angle between the axis 1200 parallel to the first channel section and the axis 1202 parallel to the second channel section). By angling the first duct section and the second duct section relative to one another, the space available for accommodating the electric machine in the electric turbocharger can be increased, which can make the electric turbocharger easier to manufacture and/or easier to maintain. The buffer air duct can be sealed off towards the upper end of the electric turbocharger by a plug 430 . The second duct section of the buffer air duct opens directly into the chamber (for example, the second duct section terminates in an opening that fluidly connects the second duct section with the chamber). As the chamber is pressurized (e.g., compressed air is supplied to the chamber by the compressor wheel via the buffer air passage), a seal plate 447 forming one wall of the chamber is biased toward the turbine wheel. The buffer air duct and/or the oil supply duct can be referred to here as a fluid duct.

In the 5 - 6 further sectional views of the electric turbocharger are shown. In particular shows 5 a perspective view of the electric turbocharger and 6 an end view of the electric turbocharger, wherein the in 5-6 Views shown along the central axis in the plan indicated by the arrows 213 in 2 indicated direction. The electric turbocharger includes an oil feed gallery 500 formed in the compressor bearing bracket and the turbine outer shell. The oil supply passage includes a first oil passage portion 501 formed in the compressor bearing bracket, a second oil passage portion 503 formed in the electric machine housing, and an oil passage inlet portion 505 formed in the turbine outer casing, the first oil passage portion, the second oil passage portion, and the oil gallery inlet section are fluidly connected to each other so that oil can flow through the oil gallery inlet section both to the first oil gallery section and to the second oil gallery section. In some embodiments, the oil gallery inlet portion may be fluidly connected to a pressurized lubricating oil supply of the engine (which may be referred to as a pressurized engine lubricating oil supply), with pressurized oil flowing into the oil gallery inlet portion.

The first oil channel section is fluidically connected to a first oil nozzle 502 and the second oil channel section is fluidically connected to a second oil nozzle 504 . The first oil jet connects directly to the oil supply gallery in the first oil gallery section (eg, a portion of the first oil jet may reside in the first oil gallery section) and may be enclosed by the compressor bearing bracket. The first oil nozzle may splash or spray the oil provided from the first oil gallery portion onto the surfaces of the shaft, and the second oil nozzle may spray the oil provided from the second oil gallery portion onto the surfaces of the shaft. The oil sprayed from the first oil jet and the second oil jet can be used to cool and lubricate the shaft and other components of the electric turbocharger, as described below. As in 5 As illustrated, the first oil gallery portion and the second oil gallery portion are angled toward one another at a second angle 720 (showing the angle between axis 716 parallel to the first oil gallery portion and axis 718 parallel to the second oil gallery portion). By angling the first oil duct section and the second oil duct section relative to one another, the space available for accommodating the electric machine in the electric turbocharger can be increased, which can facilitate manufacture and/or maintenance of the electric turbocharger. In some embodiments, the oil supply passage and the buffer air passage may be arranged along the same plane (e.g., a plane may intersect both the oil supply passage and the buffer air passage, with the plane being parallel to the central axis of the electric turbocharger).

In the 7-8 Enlarged sectional views of the electric turbocharger are shown. In the 7 The view shown is in the same direction as that in FIG 6 view shown, and 8th Figure 12 shows an enlarged sectional perspective view of the electric turbocharger.

The first oil jet is aligned with a first surface 704 of the shaft and the second oil jet is aligned with a second surface 706 of the shaft tet, wherein the first surface is offset (e.g. spaced) from the second surface in the direction of the central axis. In particular, the distance between the first surface and the compressor side is less than the distance between the second surface and the compressor side. A tip 712 of the first oil jet faces a tip 714 of the second oil jet. When oil is supplied to the first oil nozzle via the first oil gallery portion, the first oil nozzle may spray oil (e.g., oil jets) toward the first surface, as indicated by arrow 700 . When oil is supplied to the second oil nozzle via the second oil passage portion, the second oil nozzle may spray oil toward the second surface as indicated by arrow 702 . The oil spray may cool and/or lubricate the components of the electric turbocharger. For example, during operation of the electric turbocharger, rotation of the shaft may result in the generation of electrical power via the electromechanical coupling between the shaft and the stator, as described above. However, the generation of electrical current may increase the temperature of the shaft and/or other components. The first oil jet and the second oil jet can spray oil onto the shaft, reducing the temperature of the shaft and increasing the durability of the shaft and/or other components.

In the 9 until 10 enlarged views of the oil jets are shown. In particular shows 9 an enlarged view of the first oil nozzle and 10 an enlarged view of the second oil nozzle. The oil sprayed from the first oil nozzle may contact the surfaces of the shaft (e.g., the first surface described above). The oil can then flow by gravity to the bottom of the electric turbocharger as indicated by arrow 900 in 9 implied. Similarly, the oil squirted from the second oil jet may contact the surfaces of the shaft, for example the second surface described above, and then flow by gravity to the lower end of the electric turbocharger, as through the in 10 arrow 1000 shown. The gravitational flow of oil indicated by the arrows in the 9-10 indicated may flow over the surfaces of other electric turbocharger components, as in 11 shown. The oil squirted from the first oil jet and the oil squirted from the second oil jet may mix and/or flow together as shown by the in 11 indicated by arrow 1100 shown, and the mixed oil can be discharged to outlet port 412 (shown in 4 and 11-12 ) flow out at the lower end of the turbocharger. The shaft of the electric turbocharger is in the view from 11 shown partially transparent and indicated by dashed lines, with the first oil nozzle and the second oil nozzle in the view of FIG 11 are located behind the shaft.

The thrust bearings may receive oil (e.g., cooling oil and/or bearing lubricating oil) from the engine's pressurized lubricating oil supply (which may be referred to herein as an oil source). In some embodiments, the thrust bearings can receive cooling oil and bearing lubricating oil separately (e.g. via separate channels) from the pressurized oil supply. In some embodiments, the oil may be delivered to the electric turbocharger via a hose and/or fitting. During operation of the electric turbocharger, the oil supplied to the thrust bearings can be driven by rotation of the shaft and thrust bearings. The oil supplied to the second thrust bearing may be forced out of the second thrust bearing as indicated by arrow 906 (in 9 ) indicating a direction of oil driven by the second thrust bearing. The discharged oil may form an oil curtain (e.g., a continuous or nearly continuous jet of oil ejected from the second thrust bearing in a direction away from the second thrust bearing along a plane parallel to a first end surface 901 and a second end surface 903 of the second thrust bearing) . For example, the first axis 902 and the second axis 904 are arranged parallel to one another, with the first axis on a first end of the second thrust bearing (e.g. the first end face) and the second axis on an opposite second end of the second thrust bearing (e.g. the second end face ) is aligned.

Oil produced by the second thrust bearing may flow from the second thrust bearing through the area between the first axis and the second axis (e.g., the width of the area indicated by arrow 908) and toward the bottom of the electric turbocharger. However, the first oil jet reduces or eliminates interference between the oil driven by the second thrust bearing and the oil sprayed by the first oil jet. In particular, the first oil jet extends outwardly from a wall 910 of the compressor bearing bracket through the area between the first axis and the second axis. The distance between the second axis and the portion of the first oil jet on the wall of the compressor bearing bracket is greater than the distance between the first axis and the portion of the first oil jet on the wall of the compressor bearing bracket (e.g. the portion of the first oil jet is on the wall of the compressor bearing bracket in the in 9 shown view to the left of the first axis and the second axis). However, the distance between the second axis and the tip of the first oil nozzle is less than the distance between the first axis and the tip (e.g. befin det the top in the view of 9 to the right of the first axis and the second axis). The tip is located outside the area between the first axis and the second axis (e.g. the area of the oil curtain driven by the second thrust bearing) so that the oil sprayed from the tip of the first oil nozzle does not interfere with the oil driven by the second thrust bearing comes into contact before the oil sprayed from the tip of the first oil nozzle comes into contact with the surfaces of the shaft. As in 9 shown, a length 914 between the second thrust bearing and the compressor wheel in an axial direction of the electric turbocharger (e.g., a direction parallel to the longitudinal axis) is less than a length 916 between the tip of the first oil jet and the compressor wheel in the axial direction, where the axis 918 is aligned with the compressor wheel and perpendicular to the longitudinal axis. As a result, the oil driven by the second thrust bearing does not interfere with the oil sprayed by the first oil jet (for example, the oil driven by the second thrust bearing does not come into contact with the oil jet generated by the first oil jet and does not change the direction of the oil jet from the first oil jet), which can increase the amount of oil sprayed from the first oil nozzle that comes into contact with the surfaces of the shaft and improve the cooling of the shaft.

In some embodiments, the first oil nozzle and/or the second oil nozzle may have a substantially conical shape. For example, a width of the tip of the first oil jet may be narrower than a width of an opposite end 922 (shown in 9 ) of the first oil jet, which is connected to (e.g. seated in) the first oil passage section. However, in other embodiments, the first oil nozzle and/or the second oil nozzle may have a different shape. In some embodiments, the first oil nozzle and/or the second oil nozzle can have a plurality of tips, each tip being able to generate an oil jet. For example, the first oil jet may have two tips, three tips, etc., with at least one of the tips being located outside the area between the first axis and the second axis (e.g. the area of the oil curtain driven by the second thrust bearing) and that of the at least sprayed oil is directed towards the surfaces of the shaft and does not come into contact with the oil driven by the second thrust bearing before it comes into direct contact with the surfaces of the shaft. The first oil nozzle and the second oil nozzle may each have a different shape in some embodiments. In some embodiments, the electric turbocharger may include additional nozzles that inject oil onto the shaft (e.g., nozzles in addition to the first oil nozzle and the second oil nozzle).

11 Fig. 12 shows a sectional view of the oil supply passage, the first oil nozzle and the second oil nozzle. The oil sprayed from the first oil nozzle, which comes into contact with the surfaces of the shaft, mixes and/or converges with the oil sprayed from the second oil nozzle, which comes into contact with the surfaces of the shaft. In particular, the oil splashed against the shaft from the first oil jet and the oil splashed against the shaft from the second oil jet may flow from the shaft toward the lower end of the electric turbocharger and mix and/or coalesce when the oil from each part of the Wave runs towards the lower end.

12 shows another sectional view of the electric turbocharger. As described above, the buffer air duct may direct the air compressed by the compressor wheel into the chamber located between the turbine wheel and the turbine outer shell. The buffer air duct is shown towards the top of the electric turbocharger, opposite the central axis of the outlet port, which can receive the oil flowing out of the shaft (see above). The stator and coolant jacket are each partially enclosed by the compressor bearing bracket and the electric machine housing, with the first duct section being formed within the compressor bearing bracket and the second duct section being formed within the electric machine housing as described above.

In 13 1, a flowchart illustrating a method 1300 for controlling an electric turbocharger is presented. Electric turbocharger control includes controlling oil and compressed air flow through the electric turbocharger. The electric turbocharger may be similar or the same as those referred to above with reference to FIG 1 until 12 described electric turbocharger. The components referred to in 13 methods described may be similar to those described above with reference to FIG 1 until 12 have been described. Instructions for performing the method and the remaining methods contained herein may come from a controller such as that referred to above 1 described controller, based on instructions stored in a memory of the controller and in conjunction with signals received from sensors of the engine system, such as those referred to above with reference to 1 described sensors, are received. The controller may use or trigger actuators to cease operation according to the methods described below.

The method at step 1302 includes estimating and/or measuring engine operating conditions (e.g., Ne, Tq, ECT, BP, boost pressure, etc.). The engine may be the one referred to above 1 are similar or identical to the engine described. Estimating and/or measuring engine operating conditions may include estimating and/or measuring an oil temperature of oil within the electric turbocharger, a mass flow rate of exhaust gas to a turbine of the electric turbocharger, a mass flow rate of compressed air from a compressor of the electric turbocharger, an electrical voltage, and /or an electric current generated by an electric machine of the electric turbocharger, etc. The electric machine may be of the type referred to above 1 described electrical machine and / or in the 2 until 12 be similar or the same as shown electric machine of the electric turbocharger.

The method continues with step 1304, where oil flows through an oil supply passage of the electric turbocharger to an oil nozzle arranged in the electric turbocharger. The oil supply duct and the oil nozzle can correspond to the oil supply duct and the oil nozzle, respectively, which have been described above with reference to that in FIGS 2-12 illustrated electric turbochargers are similar or identical to them. The oil feed passage may be formed in a compressor bearing bracket and a turbine outer shell of the electric turbocharger, such as the compressor bearing bracket and the turbine outer shell of FIG 2-12 described electric turbocharger, be formed. The oil can be supplied to the oil supply passage by the pressure lubricating oil supply of the engine.

The method continues with step 1306, where the method includes spraying the oil from the oil nozzle against surfaces of a shaft extending through the turbocharger electric machine and connected to a compressor wheel and a turbine wheel. The shaft, the compressor wheel and the turbine wheel can correspond to the shaft, the compressor wheel and the turbine wheel, respectively, which are described above with reference to the in FIGS 2-12 illustrated electric turbochargers are similar or identical to them. The shaft is a rotor of the electrical machine and interacts electromechanically with a stator of the electrical machine to generate electrical energy. The compressor wheel is coupled to the shaft at a first end and the turbine wheel is coupled to the shaft at an opposite second end, with the stator being arranged between the turbine wheel and the compressor wheel in the direction of an axis of rotation of the shaft. The oil sprayed from the oil nozzle may come into contact with the shaft surfaces and cool the shaft. The oil jet is positioned in such a way that the oil discharged from the shaft and/or the shaft thrust bearings due to the rotation of the shaft does not impede the oil jet from the oil jet (e.g. the oil jet moves in the direction of the shaft without diverging from that from the shaft and/or being obstructed by oil leaking from the bearings due to the rotation of the shaft).

The method may include at step 1308 supplying pressurized air to a chamber on the turbine wheel via a buffer air passage extending through a housing of the electric machine. The compressed air may be pressurized by the compressor wheel and flow through the buffer air passage into the chamber, the chamber being located between the turbine wheel and the outer casing of the turbine. The buffer air duct, electric machine housing, and chamber may be similar or the same as the buffer air duct, electric machine housing, and chamber described above with reference to FIG 2-12 illustrated electric turbocharger have been described. The pressurized air may pressurize the chamber and exert a counterbalancing force on the turbine wheel and/or shaft that may cancel at least some of the thrust forces acting on the shaft and turbine wheel.

The method continues at step 1310, where the method includes directing the oil from the shaft to an outlet port at the bottom of the electric turbocharger. The outlet opening and the lower end may correspond to the outlet opening and the lower end, respectively, described above with reference to the in FIGS 2-12 illustrated electric turbochargers may be similar or the same. The oil sprayed against the shaft by the oil nozzle can flow out to the outlet opening by gravity. As the oil drains toward the drain hole, the oil may flow against surfaces of electric turbocharger components (e.g., a coolant jacket housing, such as the electric turbocharger coolant jacket housing discussed above with reference to Figures 2-12 described) and cool the components. 2-12 are drawn approximately to scale, although other relative dimensions can be used if desired.

The 2-12 show the relative arrangement of the various components. In at least one embodiment, when directly contacting or directly coupled to each other, these elements may be referred to as directly contacting or directly coupled, respectively. Likewise, elements that are side by side or contiguous are shown adjacent may be side by side or adjacent to each other in at least one embodiment. For example, components that are in surface contact with one another can be referred to as being in surface contact. As another example, in at least one embodiment, there may be elements that are separate from each other with only a space between them and that have no other components. Another example is that elements arranged above/below each other, on opposite sides, or to the left/right of each other may be referred to as such. Furthermore, as shown in the figures, in at least one embodiment, a top element or a top point of the element can be referred to as the “top” of the component and a bottom element or a bottom point of the element can be referred to as the “bottom” of the component. The terms top/bottom, top/bottom, top/bottom used here can refer to a vertical axis of the figures and can be used to describe the positioning of elements of the figures in relation to one another. Thus, in one embodiment, elements shown above other elements are arranged vertically above the other elements. As another example, the shapes of the elements depicted in the figures may be labeled as such (e.g., circular, straight, planar, curved, rounded, beveled, angled, or the like). Furthermore, elements that intersect one another may be referred to as intersecting elements or intersecting elements in at least one embodiment. Furthermore, an element represented inside another element or outside another element may be referred to as such in one embodiment. Unless otherwise specified, the term "about" means about plus or minus five percent of the range.

In one embodiment, the control system or controller may include a local data acquisition system and employ machine learning to enable inference-based learning outcomes. The controller can learn from a range of data (including data provided by the various sensors) and make decisions by making data-driven predictions and adjusting according to the data set. In embodiments, machine learning may involve machine learning systems performing a variety of machine learning tasks, such as supervised learning, unsupervised learning, and reinforcement learning. Supervised learning may involve providing a set of example inputs and outputs to the machine learning systems. Unsupervised learning may involve the learning algorithm structuring its input through methods such as pattern recognition and/or feature learning. Reinforcement learning can involve the machine learning systems operating in a dynamic environment and then providing feedback on right and wrong decisions. In examples, machine learning may include a variety of other tasks based on output from the machine learning system. The tasks can be machine learning problems such as classification, regression, clustering, density estimation, dimensionality reduction, anomaly detection, and the like. In examples, machine learning may involve a variety of mathematical and statistical techniques. The machine learning algorithms can be decision tree-based learning, association rule learning, deep learning, artificial neural networks, genetic learning algorithms, inductive logic programming, support vector machines (SVMs), Bayesian networks, reinforcement learning, representation learning, rule-based machine learning, Sparse dictionary learning, similarity and metric learning, learning classification systems (LCS), logistic regression, random forest, k-means, gradient enhancement, k-nearest neighbors (KNN), a priori algorithms, and the like. In certain embodiments, certain machine learning algorithms may be used (e.g., to solve both constrained and unconstrained optimization problems, which may be based on natural selection). In one example, the algorithm can be used to solve mixed integer programming problems where some components are constrained to integer values. Algorithms and machine learning techniques and systems can be used in the fields of computer-aided intelligence systems, computer vision, natural language processing (NLP), recommender systems, reinforcement learning, graphical model building, etc. For example, machine learning can be used for vehicle performance and control, behavior analysis, and the like.

In one embodiment, the controller may include a policy engine that may apply one or more policies. These guidelines may be based, at least in part, on the characteristics of a particular device or environment. In terms of control policies, a neural network can receive a range of environmental and task-related parameters as input. The neural network can be trained to produce an output based on these inputs that represents an action or a sequence of actions that the motor system should perform. This can be useful to avoid competing requests on the to balance the engine. During operation of an embodiment, a determination may be made by processing the inputs through the neural network parameters to produce a value at the output node that designates that action as the determined action. This action can be translated into a signal that causes the motor to run. This can be achieved via backpropagation, feedforward processes, closed feedback loops, or open feedback loops. As an alternative to backpropagation, the controller's machine learning system can also use evolution strategies to tune various parameters of the artificial neural network. The controller can use neural network architectures with functions that are not always solvable with backpropagation, for example functions that are not convex. In one embodiment, the neural network has a set of parameters that represent the weights of its node connections. A series of copies of this mesh are made, then various adjustments are made to the parameters and simulations are run. Once the results of the various models are in, they can be evaluated against a specific success metric for their performance. The best model is selected and the vehicle controller executes this plan to obtain the desired input data that reflects the predicted best outcome scenario. Furthermore, the success metric can be a combination of the optimized results. These can be weighted relative to each other.

The disclosure may provide support for a turbocharger system that includes a shaft that couples a compressor wheel to a turbine wheel, an electric machine having a stator that surrounds the shaft between the compressor wheel and the turbine wheel, and an oil supply passage that is formed in a housing of the electrical machine is formed and is fluidly coupled to a first oil nozzle, which is aligned with the shaft. In a first example of the system, the system includes a buffer air duct formed in the housing of the electric machine and extending between the compressor wheel and a chamber on the turbine wheel. In a second example of the system, optionally including the first example, the system includes a compressor bearing bracket supporting a thrust bearing, and wherein the buffer air passage comprises a first duct section formed in the compressor bearing bracket and a second duct section formed in the housing of the electrical machine is formed, includes. In a third example of the system, optionally comprising one or both of the first and second examples, the second channel section opens directly into the chamber. In a fourth example of the system, optionally including one or more or each of the first to third examples, while the chamber is pressurized, a seal plate defining a wall of the chamber is biased toward the turbine wheel. In a fifth example of the system, optionally comprising one or more or each of the first to fourth examples, the system may have a thrust bearing coupled to the shaft, the shaft being a rotor of the electric machine, with a length between the thrust bearing and the Compressor wheel is smaller than a length between a tip of the first oil jet and the compressor wheel. In a sixth example of the system, optionally including one or more or each of the first through fifth examples, the system may include a compressor bearing bracket that supports a thrust bearing, and wherein the oil supply passage includes a first oil passage portion formed in the compressor bearing bracket and a second oil passage portion formed in the electric machine housing. In a seventh example of the system, which optionally includes one or more or each of the first to sixth examples, the first oil nozzle connects directly to the oil supply passage at the first oil passage section. In an eighth example of the system, optionally including one or more or each of the first through seventh examples, the system may include a second oil jet aligned with the shaft and opposed to the first oil jet, a tip of the first oil jet having a tip of the second oil nozzle opposite. In a ninth example of the system, optionally including one or more or each of the first to eighth examples, the second oil jet connects directly to the oil supply gallery at the second oil gallery section, and wherein the oil supply gallery is in fluid communication with a pressurized engine lubricating oil supply.

The disclosure provides support for a system that includes a turbocharger having a compressor, a turbine, and a compressor bearing bracket, an electric machine within the turbocharger having a housing and a rotor that extends through the housing and the compressor bearing bracket, respectively, and a fluid passage that each formed by the housing and the compressor bearing bracket may have. In a first example of the system, the fluid passage is a buffer air passage that fluidly connects the compressor to a chamber on the turbine. In a second example of the system, optionally including the first example, the fluid passage is an oil supply passage that connects a nozzle surrounded by the compressor bearing bracket to a source of oil. In a third example of the system, optionally comprising one or both of the first and second examples, the fluid passage may have a first passage portion formed in the housing and a second passage portion formed in the compressor bearing bracket Define formed channel section. In a fourth example of the system, optionally comprising one or more or each of the first to third examples, the first channel section extends at a first angle and the second channel section extends at a different, second angle. In a fifth example of the system, optionally including one or more or each of the first to fourth examples, the rotor couples a compressor wheel of the compressor to a turbine wheel of the turbine.

The disclosure provides a method that may include directing oil through an oil supply gallery of an electric turbocharger to an oil nozzle located within the electric turbocharger. In a first example of the method, the method may include spraying the oil from the oil nozzle against surfaces of a shaft extending through an electric machine of the electric turbocharger and connected to a compressor wheel and a turbine wheel, respectively. In a second example of the method, optionally including the first example, the method may include supplying pressurized air to a chamber on the turbine wheel via a buffer air duct extending through a housing of the electric machine. In a third example of the method, optionally including one or both of the first and second examples, the method may include directing the oil from the shaft to an exhaust port located at a lower end of the electric turbocharger.

An element or step mentioned in the singular and preceded by the word "a" or "an" does not exclude a plurality of those elements or steps unless such exclusion is expressly stated. Furthermore, references to “an embodiment” or “an example” of the invention do not exclude the existence of other embodiments that also incorporate the recited features. Furthermore, unless expressly stated otherwise, embodiments that “comprise,” “include,” or “have” an element or plurality of elements having a particular property may include additional elements that do not have that property. The terms "including" and "in which" are used as plain text equivalents of the terms "comprising" and "wherein" respectively. Additionally, the terms "first," "second," "third," etc. are used as labels only and are not intended to impose numerical requirements or any particular order on their objects.

The control methods and routines described herein may be stored as executable instructions in non-transitory memory and executed by the control system, including the controller, in conjunction with the various sensors, actuators, and other engine hardware. The specific routines described herein may represent any one or more processing strategies, such as event-driven, interrupt-driven, multi-tasking, multi-threading, and the like. As such, various actions, operations, and/or functions may be performed in the order presented, in parallel, or in some cases without them. Likewise, the order of processing is not strictly required to achieve the features and advantages of the embodiments described herein, but is for ease of illustration and description only. One or more of the actions, operations, and/or functions depicted may be performed repeatedly depending on the strategy used. Further, the actions, operations, and/or functions described may graphically represent code to be programmed into non-transitory memory of the computer-readable storage medium in the engine control system, where the actions described are performed by executing the instructions in a system that controls the various hardware components of the engine in combination with the electronic control unit.

In this written description, the invention, including the best mode, is disclosed by way of example to enable any person skilled in the relevant art to practice the invention, including making and using any devices or systems and performing integrated methods . The patentable scope of the invention is defined by the claims, and may include other examples that occur to those skilled in the art. Such other examples are intended to be within the scope of the claims if they have structural elements that do not differ from the literal language of the claims, or if they include equivalent structural elements with insubstantial differences from the literal languages of the claims.

QUOTES INCLUDED IN DESCRIPTION

This list of documents cited by the applicant was generated automatically and is included solely for the better information of the reader. The list is not part of the German patent or utility model application. The DPMA assumes no liability for any errors or omissions.

Patent Literature Cited

• US63268673 [0001]

Claims (20)

Turbocharger system comprising: a shaft coupling a compressor wheel to a turbine wheel; an electric machine having a stator surrounding the shaft between the compressor wheel and the turbine wheel; and an oil supply passage formed in a housing of the electric machine and fluidly coupled to a first oil nozzle aligned with the shaft. turbocharger system claim 1 wherein the housing defines a buffer air passage extending between the compressor wheel and a chamber on the turbine wheel. turbocharger system claim 2 , further comprising a compressor bearing bracket supporting a thrust bearing, and wherein the buffer air passage defines a first passage portion formed in the compressor bearing bracket and a second passage portion formed in the electric machine housing. turbocharger system claim 3 , wherein the second channel section opens directly into the chamber. turbocharger system claim 2 wherein while the chamber is pressurized, a seal plate defining a wall of the chamber is biased toward the turbine wheel. turbocharger system claim 1 , further comprising a thrust bearing coupled to the shaft, wherein the shaft is a rotor of the electric machine, wherein a length between the thrust bearing and the compressor wheel is less than a length between a tip of the first oil jet and the compressor wheel. turbocharger system claim 1 , further comprising a compressor bearing bracket supporting a thrust bearing, and wherein the oil supply passage comprises a first oil passage portion formed in the compressor bearing bracket and a second oil passage portion formed in the electric machine housing. turbocharger system claim 7 , wherein the first oil nozzle opens directly into the oil supply channel at the first oil channel section. turbocharger system claim 7 , further comprising a second oil nozzle aligned with the shaft and opposed to the first oil nozzle, wherein a tip of the first oil nozzle faces a tip of the second oil nozzle. turbocharger system claim 9 wherein the second oil jet is directly connected to the oil supply gallery at the second oil gallery section, and wherein the oil supply gallery is fluidly coupled to a pressurized engine lubricating oil supply. system comprising: a turbocharger having a compressor, a turbine, and a compressor bearing bracket; an electric machine within the turbocharger having a housing and a rotor extending through both the housing and the compressor bearing bracket; and a fluid passage running through both the housing and the compressor bearing bracket. system after claim 11 , wherein the fluid passage is a buffer air passage fluidly coupling the compressor to a chamber on the turbine. system after claim 11 wherein the fluid passage is an oil supply passage that fluidly couples a nozzle enclosed by the compressor bearing bracket to a source of oil. system after claim 11 , wherein the fluid passage comprises a first passage portion formed in the housing and a second passage portion formed in the compressor bearing bracket. system after Claim 14 , wherein the first channel section runs at a first angle and the second channel section runs at a different, second angle. system after claim 11 , wherein the rotor couples a compressor wheel of the compressor to a turbine wheel of the turbine. Method comprising: directing oil through an oil feed passage of an electric turbocharger to an oil nozzle located within the electric turbocharger. procedure after Claim 17 , further comprising: spraying the oil from the oil nozzle against surfaces of a shaft extending through an electric machine of the electric turbocharger and coupled to a compressor wheel and a turbine wheel, respectively. procedure after Claim 18 , further comprising: providing pressurized air to a chamber on the turbine wheel via a buffer air passage extending through a housing of the electric machine. procedure after Claim 18 , further comprising: directing the oil from the shaft to an exhaust port located at a lower end of the electric turbocharger.

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